Air-brake signal system.



PATENTED NOV. 27, 1906.

T. J. QUIRK. r AIR BRAKE SIGNAL ssTEM.

APPLICATION FILED JUNE 20, 1906.

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mm1 I A RNMW SENJ PATENTED NOV. 27, 1906.

T. J. QUIRK. AIR BRAKE SIGNAL SYSTEM.

APPLICATION FILED JUNE 20, 1906.

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THOMAS J. QUIRK, OF BUFFALO, NEW YORK.

AIR-BRAKE SIGNAL SYSTEM.

Specification of Letters Patent. Application filed une 20, 1906. Serial No. 322,587.

To all, whom it ,may concern:

Be it known that I, THOMAS J QUIRK, a citizen of the United States, residing at Buffalo, in the county of Erie and State vofNew York, have inventeda new and useful Inlprovement in Air-Brake and Signal Systems, of which the following is a specification.

This invention relates more particularly to improvements in automatic air-brake and signal systems of the character disclosed in Letters Patent Reissue No. 12,158 and No. 742,491 granted to me, respectively, September 22, 1908, and October27, 1903. These. systems embody a device communicating with the train brake and signal pipes at the rear end of the train supplemental to the usual appurtenances of the brake and signal systems for automatically setting the brakes by means of the signal-pipe vpressure in the event that the pressure in the brake-pipe falls below an eective point for any reason, and means whereby the engineer can bleed the air-brake pipe and set the brakes through the medium of said device by emptying the signal-'pipe in the event that the brakes cannot for any reason be applied by the operation of the engineers brake-valve` in the Y usual manner, the supplemental devices and their operation not interfering with the usual functions and operationvof the brake and signal systems.

The objects of this invention are to simplify and increase the, eiiieiencyof such systems, to provide means whereby the conductor can set the brakes and stop the train when this is necessary and the engineer for any reason fails to do so and which enable the conductor to apply the brakes in'rear of an obstruction in the train-brake pipe which would prevent the brakes from being set by the engineers brake-valve, to adapt the-sup.- plemental apparatus for use with either the Westinghouse or New York air-,brake systems, to prevent loss of air-pressure from the system in resetting the automatic device after the automatic operation thereof to ap- )ly the brakes, and to improve such systems 1n the respects hereinafter described, and set forth in the claims.

In the accompanying drawings, Figure 1 is a broken diagrammatic View of portions of an air-brake and signal system embodying the invention. Fig. 2 is a sectional elevation, on an enlarged scale, of the automatic apparatus connecting the trailrbrake and signal pipes.

Patented Nov.' 27, 1906.

I A Fig. 3 isa similar view of the same, showing different positions of the automatic and pressure-saving valves. Fig. 4 is an elevation, on an enlarged scale, of the parts of the apparatus located on the engine. Figs. 5, 6, and 7 are similar sectional elevations, on an enlarged scale, of the engineers controlling- Valve, showing, respectively, dierent `positions thereof. Fig. Sis a sectional elevation, on an enlarged scale, of the engineers signalvalve and associated parts. Fig. 9 is a sectional elevation, on an enlarged scale, of the conductors brake-valve and car-discharge valve.

Like characters of reference refer to parts in the several figures.

A represents the engineers brake-valve, (hereinafter termed the brake-valve;) a, the operating handle or lever thereof; B, the supplby-pipe leading from the main air-reservoir to the brake-valve for supplying the brake and signal system with air under pressure; C, the train-brake pipe or piping extending from the brake-valve to the rear end of the system; D, the train-signal pipe or piping which. is connected with the supplypipe, as hereinafter explained, and extends to the rear end of the system; E, the engineers signal-whistle; F, the whistle-operating or signal valve; G, the conductors brake-'valves which are located in the cars and connected to the train-brake pipe, and II the car discharge-valves, which are also located in the cars, preferably adjacent to the conductors brake-Valves, and are connected to the train.- signal pipe. These parts, except as hereinafter explained, are all of well-known opnstruction and operation.

In the above-mentioned patented systems the train brake and signal pipes are connected at the rear end of the system by a device for applyin the brakes automatically or at the will of t e engineer through the medium of the signal-pipe pressure. In the present system one ofpthese devices I is lo- 'like nected with the train brake and signal pipes C and D, for example, by pipes i e', respectively, provided with ordinary stop-cocks or valves i2. These stop-cocks are preferably connected to be operated together, as by a link i3 joining their handle-levers. V

The several devices I are alike, and only the one at'the rear end of the train isyuvsed,

the others being cut out of the systernllby cated at a suitable place in each car and con- IIO 5o size of said port.

6: out of the turning the stop-cocks i2 to close the pipes connecting them with the train brake and signal pipes. i.

The device I is preferably constructed and 5 operates as follows, (see Fi s. 2 and 3;) The casing i4 thereof has two va ve-chambers c l, each connecting' at opposite ends with the train brake and signal pipes through passages k Z and the pipes i t. The valveio chambers 7c Z connect with the atmosphere by exhaust-ports k2 Z2, respectively. K L represent piston-valves located in said valvechambers and controlling said ports. Each valve has faces or ends of different area, the

i 5 larger face thereof being exposed to the signal-pipe pressure and the smaller face to the greater pressure in the brake-pipe. The valve K will be vhereinafter called the automatic valve.

in the position shown in Fig. 2, and a spring Z3 assists the signal-pipe pressure to hold the other valve L in the osition shown in the same figure. With t e normal brake-pipe z5 pressure-say, for instance, seventy pounds per square inch-acting on the small faces of the valves and the normal signal-pipe pressure-say, for instance, forty-five ounds per square inchacting on the large flices of the 3o valves they will remain in the osition shown in Fig. 2, in which they close t e ports k2 l2 that is, prevent the escape therethrough of the air from the brake-pipe. If the pressure in the train-brake pipe falls below an effect- 3 5 ive point from any cause-such, for example,

as t failure of the pump to properly supply the system, a stoppage in the brake-pi causedtby an improper position of the angle cocks, the choking of the pipes or a slow leak 4o therein, or the brake-valve handle being left on lap -the predominating signal-pipe pressure will move the automatic valve K to the position shown in Fig. 3, thereby placing the train-brake pipe in communication with the exhaust-port k2 through the passage kf storing the pressure in the train-brake pipe.

As thus far described the apparatus is similar in principle to the apparatus disclosed in said patents.

In order to prevent the air from blowing port k2 when the pressure is restored in the train-brake pipe, and thus causing a needless Waste lof air-pressure, a pressure-saving valve M, Figs. 2 and 3, is provided. This valve preferably consists of a A spring k3 assists the brakezc pipe pressure to ho'ld the automatic valve K plunger m', which extends loosely throughl a ole in' one end of the chamber and is adapted to close the auxiliary passage CS. rIhe other end of the valvechamber m connects with the assage k', leading to the train-brake pipe, as y a passage m2. Pressure can leak into the valve-chamber m through the hole for the plunger m', and this pressure, aided by a suitable spring Im3, will hold the valve M in the position shown in Fig. 2 against the o posing pressure on the opposite side of t e valve. .When ,the automatic valve K opens the exhaust-port k2 and reduces the trainpipe pressure, as above explained, the pressure will also fallin the valve-chamber on op- E posite sides of the pressure-saving valve M. When air is again admitted to the trainbrake pipe to restore its normal pressure for releasing the brakes, it will rush into the chamber m in rear of the pressure-saving valve M through the inlet-passage m2 muc faster than it can leak into the oppositer end of the chamber through the plunger-hole, and the pressure-saving valve M Wi be quickly moved to close the auxiliary passage and prevent`` the loss of air-pressure. The ressure will then build up to the normal in t e trainbrake pipe and connecting-passage 7c and return the automatic valve to the normal position (shown in Fig. 2) and shut off the exhaustport k2. The air will also gradually enter the chamber of the pressure-saving valve through the plunger-hole until the -pressure is great enough for the pressure-saving valve to be returned by its spring m3 to the normal position (shown in Fig. 2) to again open the auxiliary passage Ict". The parts of the device I will then be in position to repeat the automatic application of the brakes, as described. The train-signal pipe D is connected to the air-supply pipe B by two branches, such as 'n n', Fig. 4, provided, respectively, with reducing-valves N N. The train-signal pipe AD (see Figs. 4 and 8) is also connected to the upper chamber of the signal-valve F by the branch pipe n and a connection o and to the lower chamber of the signal-valve, for instance, by a pipe o', provided with oppositely-actin check-valves o2 o3. These parts are all disc osed in said Patent No. 742,491 and are for the purpose therein described.

IOO

Instead of the several valves described in said patent controlling these connections, a

single engineers controlling-valve is employed, which is preferably constructed as follows, (see Figs. 4-7 z) P represents the valve, the casing of which is arranged between and communicates 'with the trainsignal pipe D and branch pipe 'a'. A pressure-retaining valve Q of ordinary construction works in a chamber q, which also connects with t-he casing of the controlling-valve and has a discharge-port g', and a pipe R,connects the controlling-valve casing with the 65 piston working in achamber m and having a pipe o', leading to the lower chamber of the will be closed by its spring. Ipressure is thus described operation of the automatic valve signal-valve between the check-valves o2 o3 therein. The controlling-valve is connected in any suitable manner to the brake-valve, whereby it will be operated when the brakevalve is moved to service-braking and emergency positions and returned to fullrelease posit-ion, but will not be eected when the brake-valve is moved to the other usual positions. As shown in Fig. 4, a link p is pivoted to the handle of the controllingvalve P and is connected to the brake-valve handle by a pin and slot p p2. The controlling-valve has connecting-passages 1, 2, 3, 4, and 5, and the valve-casing has an exhaustport 6. 4In the-normal position of this valve (shown in Fig. 5) the passages 1 and 4 will connect the train-signal pipe with the branch pipe n', leading to lche supply-pipe B, and air will be supplied to the signal system through the reducing-valve N at the normal pressure-for instance,

forty-tive pounds per square inch.' The slotted-link connection between the brake-valve and cont-rollingvalve will allow the latter to remain stationary in this position when the brake-valve is moved in either direction, either to full-release, "running, or lap positions. When, however, the brake-valve is moved to servicebraking position, the ycontrolling-valve P will be moved to the position shown in F ig.v6, in which its passages Z and 5 connect the pipe R, leading from the lower chamber o f the signal-- valve, with the pressure-retainin valve The air-pressure in the pipe R wil then lift the pressure-retaining valve Q and permit the escape oi the air Jfrom the train-signal pipe through the pipe R and discharge-port q of the pressure-retaining valve until the slgnal-'pipe pressure is reduced a predetermined amount, when the pressure-retaining valve The signal-pipe reduced to prevent the above- K at the rear end of the system while the engineer is applying t-he brakes in the .usual manner by the brake-valve. With the controlling-valve P in this position. t-he fortyiive pounds reducing-valve N will be cut oit from t-he signal system, and the latter willbe supplied with air at a suitable 1ower`pressurefor instance, thirty-five pounds per square inch-by the other reducing-valve N in the branch pipe n, so that pressure will be maintained in the signal system to enable the conductor to signal the engineer. s the pipe R connects withthe pi e o between the oppositely-acting check-valves o2 o3 and this pipe communicates with the lower chamber of F and with the upper'cham-- the' signal-valve ber thereof through the signal-pipe' D and branch pipe n, the pressure will be simultaneously and equally reduced in both chambers of the signal-valve,"and the latter will not operate to roduce a blast on the signal-whistle;

but as t e train-signal pipe is in direct com-- l munication with the upper chamber of the signal-valve the 'conductor can operate the l signal-valve by means ot the car dischargevalve in the usual way. l By turning the brake-valve to the emergency position the controlling-valve P will e moved to the position shown in Fig. 7, in which its passages 3, 4, and 5 connect the train-signal pipe D and pipe R with the eX- hau'st-port 6 of the valve-casing'. and will'per- The engineer can therefore by turning the brake-valve to emergency position reduce the pressure in the train-signal pipe for allowing the return of the automaticivalve K to its normal position by the restoration of the train-brake-pipe pressure after the described automatic operation of said valve to set the brakes. In like manner when Jr'or any reason the engineer cannot set the brakes with trainbrake-pipe pressure by the brake-valve in the usual way t-he movement of the brakevalve to the emergency position will place the controlling-valve Pin position to discharge theair from the signal system, and when the pressure therein is sufficiently reduced the valve L at the rear end of the system will be moved by the predominating train-brake-pipe pressure to uncover the. eX- .haust-port l2, which will allow the escape of air from the train-brake-pipe, and thereby setl the brakes. This valve L is returned to its normal position (shown in Fig. 42) when the normal pressure is again restored to the signal system. The .controlling-valve P can also be moved its handleto the position shown .in Fig.7 independently of the brakevalve when 'the latter is in. running position to reduce the signal-.pipe pressure andtest the system by applying the brakes. As the brakes are then set by the escape of. air vat the valve L,1if the engine-brakes set the engineer will knowl that both 'the signal-and` brake pipes are clear throughout. and that the automatic' device is also inoperative condition. y

The single controlling-valve P 'performs the functions of the several valves described gineer full 'control of the brakeand signal systems. Obviously this valve could-be. `differently constructed and connected to the brake-valve'and operate-in a similar manner. While a brake-valve of the New York type is shown in the drawings, the invention is vequally applicable to the Westinghouseairbrake system.

The conductors brake-valves G, Figs'. .1 and 9, can be of the' ordinary turn-plug ty ie adaptedto open and bleedv the train-brake pipe when turned from the normal positions.- The train-signal pipe is also provided-with a valve S, arran ed adjacent to each conductors brake-va ve and preferably having a l turn-plug, which is connected by a lever s mit the escape of air from said pipes D and R.

IOG

IIO

in 'thev patents mentioned andgives, the Ienconductor can bleed the train bra nal Ipipes by the operation of one of the usual and link s or otherwise to the handle-g ofthe conductors brake-valve. This valve S has a assage which normally connects the parts ofp the train-signal pipe on opposite sides thereof, so as not to cut off the car dischargevalve H, but Which opens the train-signal pipe to the atmosphere and bleeds the same through a discharge-port s2 when the valve is turned by the operation of the conductors brake-valve. Thus in an einer ency the ige and sigbra -valves G, and thereby operate the valve L at the rear end of the system'and set thebrakes.' In caseof an obstruction in the train-brake ipe in rear of the valve G operated all of the brakes would nevertheless be set, those in front-oi the obstruction by the opening of the conductors brake-valve G and those in rear of the obstruction by the actiony of the valve L.

The system described provides for automatic application of the brakes, as stated, and also enables either the engineer or the conductor to set the brakes in an emergency through the medium of the signal-system pressure.

I claim as my invention- 1. In an air-brake and signal system, the combination With the brake and signal ipes, of a device which is acted upon by the brake and signal pipe pressures and .is operated to apply the brakes upon a variation of the normal relative pressures in said pipes andis returned to normal position by the restoration of the normal pressure in the brake-pipe, and a pressure-savlng device which is operated in advance of said other device when the brakepipe pressure is increased, substantially as set forth.Y

2. In an air-brake and signal system, the combination with the brake and signal pipes, of'a device Which is acted upon by the brake and signal pipe pressures and is automatically operated'by the signal-pipe pressure to apply the brakes upon a reduction of pressure in the brake-pipe and is returned to normal position by increasing the brakeipe pressure, and a pressure-saving device w ich 1s operated in advance of said automatic device When the brake-pipe pressure is increased, substantially as set forth.

3. In an air-brake and signal system, the combination With the brake and signal pipes, of a device which is acted upon by the brake and signal pipe pressures and is automatically operated by the signal-pipe pressure to connect the brake-pipe with an exhaust-` opening and apply the brakes upon a reductlon of pressure in-the brake-pipe and is returned to normal position by increasing the brake-pipe pressure, and a pressure-saving device Which is operated in advance of saidA automatic device to cut ofi said exhaustopening from the brake-pipe when the brakepipe pressure is increased, substantially as set forth.

4. In an air-brake and signal system, the combination with the brake and signal ipes, of a valve which is acted upon by the brake and signal pipe pressures and is automatically operated by the signal-pipe pressure to open the brake-pipe to 'the atmosphere and apply the brakes upon a reduction yof pressure in the brake-pipe and is returned to the normal position by Increasing the brakeipe pressure, and a pressure-savlng valve W 'ch 1s exposed to the brake-pipe pressure only and is operated in advance of said automatic valve to close the brake-pipe t0 the atmosphere when the brake-:pipe pressure is in creased, substantially as set forth.

5. In an air-brake and signal system, the combination Withthe brake and signal pipes, of a valve which has differential faces eX- posed to the brake and si nal pipe pressures and which isautomaticallgy operated Iby the signal-pipe pressure to connect the brakepipe with an exhaust-o ening between said valve-faces and apply t e brakes upon a reduction of pressure in the brake-pipe, substantially as set forth.

6. Inan air-brake and signal system, the

lcombination with the brake and signal pipes,

of a valve which has ldifferential 'faces exposed to the' brake and si nal .pipe pressures `and Which is operated by t e-brake-pipe press ure to connect the brakeipe with an eX- haust-opening between sai valve-faces and apply the brakes upon a reduction of pressure in the signal-pipe, substantially as set forth. y

7. In an air-brake and signal system', the combination with the brake and signal pipes, and the car ,discharge-valves connected with the 'train-signal. pipe, of a device which is acted upon by the brake and si nal pipe pressures and is operated to app y the brakes upon a reduction of pressure in the signalpipe, and conductors valves in the cars in addition to the carv discharge-valves for bleeding said signalpipe, substantially as set forth.

8. In an air-brake and signal system, the combination with the brake and signal pipes, of a device which is acted upon by the brake and signal pipe pressures and is operated to apply the brakes upon a reduction of pressure in the signal-pipe, a conductors brakevalve, and a valve connected to said conductors brake-valve for bleeding the signal-pipe, substantially as set forth.

9. In an air-brake and signal system, the combination with the brake and signal pipes, of devices connecting the brake and signal pipes at different points in the system for automatically applying the brakesby the signal-pipe pressure upon a reduction of pres-- sure in the brake-pipe and by the brake-pipe pressure upon areduction of pressure in the va'tive all of and means for rendering inopersaid devices eXcept that at the rearend of the system, substantially as set forth. p

10. 1n an air-brake and signal system, the (-ombinationwith the brake and signal pipes, of' an automatic device in connection with the brake and signal pipes for applying the brakes by the signal-pipe pressure upon a reduction of pressure in the brake-pipe, and by the brake-pipe pressure upon a predetermined reduction of the pressure in the signalpipe, and a controlling-valve connected to the engineers brake-valve and which reduces the pressure in the signal-pipe to prevent the action of said automatic device when the ensignal-pipe,

ginecrs brake-Valve is moved to apply the l brakes, and which further reduces the signal- 1 pipe pressure to apply the brakes when moved to another position, substantially as set forth.

l 1. ln an air-brake and signal system, the l combination With the brake and signal pipes, of an automatic device in connection With the brake and signal pipes for applying the brakes by the signal-pipe pressure upon a reduction of pressure in the signal-pipe, branch pipes for supplying air at dli'erent pressures to the signal-pipe, a pressure-retaining valve, and a controlling-valve connected to the engineers brake-valve and which in one position connects the signal-pipe to the branch supply-pipe of greater pressure, and in a second position cuts off said lastmentioned branch supply-pipe and connects the signalpipe to said pressure-retaining valve, and in a third position discharges the signal-pipe to apply the brakes, substantially as set forth.

THOMAS J. QUIRK.

Witnesses: f

C. W. PARKER, A. L. MCGEE.

Witness my hand this 13th day of June, 

